I can see Scott's point of view as well, since (if our FE idea was implemented) I could easily see a lot of frustrated users posting on the forums saying that they can't get airborne and not necessary understanding the reason why. For those that didn't have the 377 before COTS, the crucial matter of cowl flap setting before take off might not be apparent.
That almost sounds as if you are saying that COTS shouldn't be improved, just because some people can't be bothered to read the manuals...
I say: let them be frustrated, it's on their heads and not A2A's fault.
With regard to people not reading the manuals, I agree, but such things could perhaps influence design decisions to some extent; that's all I meant.
But yes, it might sound like I'm saying it shouldn't be improved, but I was thinking more from A2A's point of view. They've just released COTS according to their own vision, which I think we'll all agree is an excellent product as it is, yet we are asking for many improvements (not only fixes) - naturally for free! Some ideas revolve around dealing with current issues that slightly impact on the function of the product (such as the FE not opening the cowls fully as outlined in the checklists) whilst others are for new features (or variations of current features) altogether. Yes, COTS is designed to simulate being a captain to some degree, but everyone has a different ideal with regard to how that should be done. Clearly it isn't a complete career solution that will meet everybody's needs, and we have to accept that at some point.
In my opinion, some suggestions have more of a chance of being implemented than others. It doesn't mean I disagree with those ideas; I just wanted to give my opinion which is a conservative and 'realistic' one, I would say. Hope that helps explain it
This may be stating the obvious, but with the updated engine modelling came different CHT modelling it seems, as the cowl flaps don't need to be fully open to keep on top of the temps.
Once the aircraft is rolling, I find 1500 RPM is sufficient to keep it moving, with blips to 2000 RPM to accelerate. The periods of running at 1500 RPM enable the engines to cool down, along with the air flow through the cowls.
I think I have done that in past, but it becomes a small nuisance to watch the RPM gauge each time and try to keep outside the 1500-2000 range, so I elected to leave it at 2000 (I admit to being lazy since I am in the process of getting used to COTS before serious flying begins!). I only noticed right before take off that the temps were quite high, else I would've taken action sooner.
I haven't put in so many hours on the 377 yet (despite owning it since release), and although I gained familiarity with the systems before COTS, I didn't fly it so many times that I got used to the behaviour of the CHTs on the ground, so I wouldn't be able to notice all the differences that COTS has brought along. I've spent the last 2 years 'saving' for the 377 in my AirHauler company, hence the long delay in getting it out of the hangar!
Anyway, thanks for the tips